Boat construction



Nov. 4, 1952 M, TYM 2,616,101

BOAT CONSTRUCTION Filed May 10, 1948 mventor 102' 10 MlcHAEL TYM Patented Nov. 4, 1952 mam UNITED STATES PATENT OFFICE BOAT CONSTRUCTION Michael Tym, chicago, 111.

Application May 10, 1948, Serial No. 26,129

12 Claims.

This invention relates to boats and the like and has for its principal object the production of a seaworthy vessel of low weight, draft and cost and having a high degree of buoyancy, stability and adaptability to the conditions of either deep or shallow water. Other and further objects and |advantages of the invention will be apparent from the following description of a preferred embodiment thereof.

The invention resides in the novel features and combinations of structure employed in the framing, fioatation bodies, and general arrangement of the boat hereinafter described and claimed.

In the accompanying illustrations of a preferred embodiment of the invention:

Fig. 1 is a half plan view of a boat according tto the invention, the opposite half of the boat in this instance being the same in construction as the half shown, the boat being stood on end;

Fig. 2 is an end view of such boat in floating position;

Fig. 3 is a half side view thereof with the boat stood on end as in Fig. 1; and

Fig. 4 is a central transverse section through one of the hull elements taken on line 4-4, Fig. 3, looking in the direction of the arrows.

In the preferred embodiment shown in Figs. 1 to 3 the structural skeleton of the vessel consists essentially of a double truss arrangement comprising a pair of keel members ll), Ina, each of which is connected at its ends to one of two bowed members H, lla. The bowed members ll, Ha cross each other near the fore and aft ends of the boat at crossing points |2, and in close proximity to the bow and stern ends of the boat these bowed members are joined by bow and stern struts in the form of arched cross ties 13.

The bowed member ll is braced to the strut member lila by uprights I'l and 15 which are preferably secured to T's the heads of which are in the form of hollow sleeves embracing the members la, and I l, and the legs of which enter the bracing struts 14 and |5 in which they are suitably secured as by cotter-pinning.

In the same way the boW Ila is braced to the keel member lu by uprights Ma and |5a likewise secured to swivel` T's carried by these members.

For defining the outer portion of the lateral lsides of the hull, belt members 16, la are provided. These belt members are also preferably of bowed form, and preferably extend generally parallel to the waterline W/L as shown (see Fig. 2). These belt members are preferably secured to the double struts in a suitable manner, as by having their ends flattened and wrapped around the arched cross ties |3, the folded-over ends being secured by any suitable means such as by bolting at l'l, as best shown in Fig. 1. In the preferred embodiment, to reach the cross ties l3 the side members Hi, la pass under the bow members I la, ll, respectively, and as best shown in Fig. 1 these members are suitably secured at each of the crossing points as by bolting at 18.

Cross ties 19 and 20 extend between the belt members IS, lEa to which they are suitably secured, for example by cotter-pin connection to swivel Ts in the manner previously described. For mutual bracing the cross ties E9 and 2B are bolted to the uprights M, Ma, l, [5a at their crossing points, as indicated by the arrows 2 I, 22, Fig. 1.

The keel members lil, lila with their associated -bowed members Ila, belt members lt, 15a, uprights Ill, Ma, [5, 15a and cross ties 13, |9 and 20 form an extremely rigid double truss section especially suited to form the skeleton of a boat, and well adapted to resist lateral, Vertical and torquing stresses encountered in rough seas and in the handling and transportation of the boat. The members |3 are preferably quite highly arched as shown to keep them well above the waterline, see Fig. 2.

The portions of the bow members H, Ha between the bow and stei'n crossing points |2 define the cockpit space of the boat, and may be provided With further connecting means such as the swivel T's 23 for engagement with uprights 24 (Figs. 2 and 3) for supporting a superstructure such as the railing or weatherboard support 25 (Figs. 2 and 3, omitted in Fig. 1). The attachment of these parts may be effected by cotter-pin connections as above described.

In similar fashion the belt members IE, 55a may be provided With connecting means such as the swivel Tis 25 to support other superstructure elements, as a sunshade, an awning, or a complete cockpit enclosure, the uprights of which may be secured thereto by cotter-pin connections as aforesaid. These lateral connecting elements 2 are also useful When it is desired to secure in side to side relation a number of the boat e'ements as for the anchorage thereof or the formation of a pontoon landing or bridge therefrom. For these purposes the swivel T elements 25 may be extended laterally and cotter-pinned or other- Wise connected by tubular tie members not shown.

The keel, bow, belt, cross ties, and upright members above described are preferably of tubular construction for strength and lightness. Aluminum .tubing has been found highly satisfactory especially if protected With a treatment or coating to avoid corrosion when the boat is intended for salt water use. It will be appreciated that the structural members may be formed of other light metals or substitutes therefor without loss of this advantage of the invention.

It will further be appreciated that in the form shown, the bow and Stern tie members |3 are integralized, as by welding, with U-shaped connector elements 21 which may be preformed of aluminum tubing or the like and are adapted to be secured to the ends of the members l, I a, ll, ll a, for example by cotter-pin attachment.

Around the structural skeleton formed by. the members IO, lOa, ll, lla, the desired shape of the hull is constructed. This may be .effected 'by forming the hull sections of sheets of aluminum or the like 33, fastening the same'to the eskeleton of the truss and wholly or partially lling the space therein With suitable light-weight nonabsorbent material 30 suchasa polystyrene foam,

;like that currently sold under the trade-,name

Styrofoam' a foam glass, .or a foam rubber. .Alternative1y, the 'light-weight ,non-absorbent buoyant material may be 'formed to shape .or molded in place within-or over the skeleton, and the assembly may be Wrapped with burlap, musIin or other surfacingmaterial, which may be secured with a proper cement, `as a magnesium oxycliloride cement of the type currently sold under the trade-name "Tymstonei A final .finish of such cement and/or a suitable paint, may then be applied. As is shown, the `hull elements preferably embrace .the keel members Ill, lila, .and underly the 'bowed .andbelt members ll, la, 15, la.

The shape of the hull is, of course, designed in conformance with the laws of aquadynamics and is preferably as streamlined as possible, particularly as regards the submerged portions. VIn the embodiment disclosed in the drawings the 'hull outline is outwardly .convexed throughout the areas between the ibowed members l .l la .and the belt members ll, lla. In the outboard portions 28 the upper surfaces are gradually flattened into planelike form, and .below these outboard sections the hull .Sections are suitably tapered toward their extremities and'may assume the blunt ended outline shown.

The two hull sections in the illustrative embodiment come into abutting or nearabutting relation in close proximity to the crossing points l2 as may best be seen in Fig. 2. The inboard portions of the hull sections between the crossing points 2 are preferably fiattened to extend nearly vYer- -tically from the regionsl 29 (located between the cross ties 20 and `the waterline) to the bowed members l I, I la. In this way a relatively 'roomy bottomless cockpit section is provided, substantially isolated from wave motion of the surrounding water by 'its enclosure between the catamaran hull Sections.

As in the preferred form of the present invention the whole buoyancy of the vessel depends on the buoyancy of the non-absorbent fill within the hull or pontoon sections, no eifort whatsoever is made to make the skin '33 of these sections watertight. To the lcontrary it is desirable that the spin be open -at the joints or perforated as at 3| so as to have free communication with' the water. In this way a calculated amount of 1mfilled space at the bottom of eachhull is free to receive 'water entering through the skin to form a water ballast within the same, the lift being effected by the pressure of the buoyant fill against the upper portions of the pontoon Sections. Also.`

by virtue of this construction, the boat is incapable of losing its buoyancy as the result of puncture of its fioatation elements, and the improved iloatation elements thus render the boat unsinkable.

In a working embodiment of this vessel which has a twenty foot length, a four foot beam, and an eight inch draft, and bears Coast Guard Registration No. 39-M-544, the entire space within the .metal ;skin '33 is occupied 'by a l'oose filling of "Styrofoam- This boat has been found well adapted for operation in heavy seas, as the Water -entering its hull sections rendersit particularly stable.. ,Howeven it is to be understood that the amount of the buoyant fill used may be varied in A'accordance With the carrying capacity desired. Where little carrying capacity is needed, a portion'o'f'space'within the skin of the hulls may be "used-,for the reception of loads of goods or other purposes.

AIn the .exemplary `embodiment illustrated hererin, the Aseats 'for the propelling motors and ffor .the crew are placed lin the open well between the hulls, directly Over the .horizontal cross ties 19 and 20 connecting the hulls above the Waterline'. Preferably no .ri'gid bottom whatsoever is employed. `When protection 'is desired, a waterproolf Cloth vor tarpaulinlining 132 for the crew space in the cockp'it-well may be hung therein from the rail lmembers 25,.afiording a 'combined flexible 'cockpitlhottom and weatherbo'arding. Preferably such tarpaulin embraces only .the central 'part'of thecockpit 'adjacent and between the cross tie members l.9, 'leavng the end 'wells adjacent the cross tie `members 20 open for the 'inboard mounting of .an outboard `motor of the like.

-Plankin'g may be placed longitudinally over the 'members l9 and '20 along 'the inner sides of the hulls Vor otherwise, if 'de`sired, Vto 'enable the crew to walk inside the 'boat or to stand thereon while poling or paddling. The submerged V-shaped parts of the hulls constitute ample keels, and no 'additional keels, Vleeboards lor centerboards are required even when the'vessel is under sails.

The absence of 'a 'fiXed 'bottom inside the boat 'aids in the attaining 'of unusu'al stability and has other advantages. For example, when it is desired to guide th'e boat over shallow Waters or push it over thin ice, this 'may 'be readily effected. The crewmen or crewman, Vbarefooted or booted, may stand up inside the Well, and by grasping the rail 25 and lifting the same may reduce the draft of the boat. The water 'ballast thereupon drains away lightening the boat and making it veryeasy to move it as aforesaid.

When the boat is equipped with an inboard mounted outboard motor, this motor is preferably secured to a tran'som block omitted in Figs. 1-3 for clarity) which may be supported by the cross V'ties 19 or 20 or from 'the bowed members ll, lla. With such mounting the 'motor .may be tilted to 'raise its propeller above the 'waterline Within the well, or it may be ;positioned vertically with its -propeller and skeg in driving position. With such mounting the prope'lling motor is within the well and protected by the hull sides 'from Splash. Such outboard motor, being 'swiveled in the usual manjner, also acts as a rudder for the boat, avoiding necessity for separate rudders. If 'inboard motors are employed separate rudder means may be at.- tached either astern of the hull `tips'or vin the space between 'such tips astez'n of the crossing point l2. i "j It will be appreciated that the bending of the bowed andV belt members in the present construction may impart to these'members audegree' of initial tension, and-that the 'Shape andv positioning thereof and their association withthe keel members affords a resilient but highly rigid structure particularly resistant to collapsing, weaving and bending actions.- i

While I have described herein as exemplifying the invention the arrangement of elements employed in the Michael Vll above identifled, it is to be understood that the exemplifying embodiment is illustrative and not restrictive of the nvention, and that the invention is not limited to the form described, but comprises the features and combinations of parts defined in the appended claims.

I claim as my invention:

1. A skeleton boat frame comprising a pair of spaced substantially parallel keel members, bowed members assembled at their respective ends to said keel members, said bowed members crossing one another and defining a cockpit section between their crossed portions.

2. A skeleton boat frame oomprising a pair of spaced substantially parallel keel members, bowed members assembled at their respective ends to said keel members, said bowed members crossing one another and being secured together at their crossing points and defining a cockpit section between their crossed portions.

3. A skeleton boat frame comprising a pair of spaced substantially parallel keel members, bowed members assembled at their respective ends to said keel members, said bowed members crossing one another, and that bowed member end-attached to one keel member being braced to the other keel member intermediate its ends.

4. A skeleton boat frame comprising a pair of spaced substantially parallel keel members, bowed members assembled at their respective ends to said keel members, cross tie members connecting said assemblies of bowed and keel members above the waterline, said bowed members crossing one another and defining a cockpit section between their crossed portions.

5. A skeleton boat frame comprising a pair of spaced substantially parallel keel members, bowed members assembled at their respective ends to said keel members, cross tie members connecting said assembled bowed and keel members above the waterline adjacent their ends, and bow-shaped belt members lying below and outside said bowed members and secured to said assembly, said bowed members crossing one another and defining a cockpit section between their crossed portions.

6. A skeleton boat frame comprising a pair of spaced substantially parallel keel members, crossed bowed members embracing a cockpit space and end secured to said keel members, bowed belt members extending below and outwardly of said crossed bowed members, said belt members being connected together and to said crossed bowed members.

7. A catamaran boat having a tubular skeleton including cockpit defining tubular portions according to claim 1 and means carried by said portions for supporting a superstrueture therefrom.

8. A catamaran boat having a tubular skeleton according to claim 1 and including hull members carried thereby and belt members extending about the lateral sides of the boat, and means carried by said belt members for the securement of tie members thereto.

9. A skeleton boat frame according to claim 1, in combination with a pair of fiotation chambers, each constructed on and secured to one of said keel members and the portions of the crossed bowed member ling thereabovesaid flotation chambers having parallel keel portions along said keel members tapering toward 'theirgenda' and having enlarged outwardlybowed portions thereabove, said bowed portions being substantially in contact adj acent the crossing points of said bowed members and being fiared apart between said crossing points to provide an open cockpit.

10. A skeleton boat frame according to claim 1, in combination with a pair of fiotation chambers, each constructed on and secured to one of said keel members and the portions of the crossed bowed member lying thereabove, said fiotation chambers having parallel keel portions along said keel members tapering toward their ends, and having enlarged outwardly bowed portions thereabove, said bowed portions being substantially in contact adjacent the crossing points of said bowed members and being flared apart between said crossing points to provide an open cockpit. said flotation chambers each comprising a permanently apertured skin secured to said keel and bowed members, with a filling of lightweight nonabsorbent material confined therein, whereby entry of water into the spaces within the skin affords a quickly drainable water ballast.

11. A skeleton boat frame according to claim 1, in combination with a pair of flotation chambers, each constructed on and secured to one of said keel members and the portions of the crossed bowed member lying thereabove, said fiotation chambers having parallel keel portions along said keel members tapering toward their ends, and having enlarged outwardly bowed portions thereabove, said bowed portions being substantially in ycontact adjacent the crossing points of said bowed members and being fiared apart between said crossing points to provide an open cockpit, said flotation chambers each comprising a permanently apertured skin secured to said keel and bowed members, with a filling of lightweight nonabsorbent material confined therein, and said open cockpit having an open bottom of such width that a crewman may walk on shallow bottom within said cockpit, whereby entry of water into the spaces Within said skin affords a water ballast quickly drainable by a crewman exerting lifting force on the boat While standing on shallow bottom within it.

12. A skeleton boat frame according to claim 1, in combination with a pair of flotation chambers, each constructed on and secured to one of said keel members and the portions of the crossed bowed member lying thereabove, said flotation chambers having parallel keel portions along said keel members tapering toward their ends, and having enlarged outwardly bowed portions thereabove, said bowed portions being substantially in contact adjacent the crossing points of said bowed members and being fiared apart between said crossing points to provide an open cockpit, cockpit framing rail members supported above said fio-tation members and in spaced relation thereto, and a fiexible sheet-like waterproof element formed to hang within said cockpit in suspension from said cockpit framing members to constitute a flexible bottom for the cockpit and to deflect into the cockpit under said element water splashing in over said flotation chambers.

M. TYM.

(References on following page) REFE'RENGES OITE'D Number .The following .references are af .reord '1m ihe 2353555 'file of `this patent: dig 'UNITED s'rA'rEs PATENTS 5 222201608 Number Name Date 2.309,415

547,422 Dean Oct. B, 1895 617,902 Maur'iceet a'l. Jan. fl'Z, .1899 '793;230 Rosenbeng June 27, 1905 'Numblf 1521,541 Nelsen i Nov. 11., 1919 zm 3.214 :1,82%876 Williams May 1a, 1-927 1840420 .Date Wilcox :Sept 8., 1936 vRoberts A.ma v21,1. June 21, 1938 fSato June 18, y1.940 McAlster Nov. 5, 1940 Ronzitt Jan. 26, 1943 FOR'EIGN PATENTS .Country Dajte Great Britain A. D. '1912 Great Britain Aug. 17, 1922 

